Locomotive trailing truck.



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PatntediJune 22, 1915. v

F. I. COLE & F. F- SCOVILLE. Locomonvs TBAILING TRUCK 1,143,943;

APPLICATION FILED MAY 6.. I915 Patented Jun 22, 1915.

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. Patented June 22, 1915.

1 SHEETS-SHEET 3.

F. J; COLE & F. F. SCOVILLE. LOCOMOTIVE TRAILING TRUCK.

APPLICATION FILED MAY 6, I915.

' Patented June 22, 1915.

1,143,943. 1 SHEETS-SHEET 4.

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LOCOMOTIVE TRAILING TRUCK.

APPLICATION FILED MAY 6. 19H).

Patented June 22, 1915.

mw eh WITH ESQ F. l. COLE & F. F. SCOVILLE.

LOCOMOTIVE TRMUNG TRUCK.

APPLICATION FILED IAY 5. 19].). I 1,143,943. Patentodluno 22, 1915.

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r. 1. coua & F. F. scovlLLE. LOCOMOTIVE TRAILING TRUCK.

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isa side view, in e UNITED STATES PATENT OFFICE.

FRANCIS J. COLE AND FRANK F. SCOVILLE, OF SCHENECTADY, NEW YORK.

LOCOMOTIVE TBAILING TRUCK.

To all whom it may concern Be it known that we, FRANCIS J. Conn and FRANK F. SCOVILLE, both of Schenectady, in the county of Schenectady and State of New York, have jointly invented a certain new and useful Improvement in Locomotive Trailing Trucks, of which improvement the following is a specification. Our invention relates to locomotive trailing trucks of the general class or ty e set forth in our Letters Patent of the [nited States Nos. 773,713 and 936,413, granted and issued under dates of November l, 1904, and October 12, 1909, respectively, and its object is to simplify and improve the construction of the centering mechanism and yoke and their relation to other members, where by inspection and maintenance shall be fa: cilitated, the parallelism of the carryin springs with the boxes be assured, on greater clearance be permitted between the 5 rings and the ash pan or the bottom of t e mud ring, of the firebox. The im rovement claimed is hereinafter fullyset orth.

In the accompanying drawin Figure,'1

evation, of 0 rear portion of a locomotive engine, illustratin the application of atrailing truck em ying our invention; Fig. 2, a plan view, on an enlarged scale, 0 the truck; Fig. 3, a

,side view thereof; Fig. 4, a transverse position; Fig. 5, a rear viiwof truck, when swung; aterally, relati ely to e mam frame of e locomotive; Fig. 6, a view,

section, taken partly in the plane of the truck axle and artly in the rear of the truck, which is own in middle oi! normal taken similarl to Fig. 4', but showing a structural m ification; Fig. '7 a plan ew of the truck shown in Fig. 6; 8, a do view thereof; Fig; 9, a ha f plan new, showing the truck swung laterally; Fig. 10, a plan view of a truck showing another struc-' 'tural modification; Fig. 11, a side view of the same; a 'lar 'scarjle, oliqne 0 the coupling llnks, an a portion ofayo'ke, of the truck shown in Figs. l'to 5 ineiusive; Fig. 18, a side view thereof; Fi F14, view of one of the vertical [of trucks shown in-Figs. 6"to11 inclusivejgfig. 1'5; 9. vertical section :thi-ou hthesameyonthe line on of Fig. 1!; and, ig. 16', a front or facewiew '0 the same.

an view, on an en-' Specification of Letters Patent.

Patented June 22, 1915.

Application flied Kay 6, 1915. Serial No. 26,245.

Our invention is, as in Letters Patent Nos. 773,713 and 936,413 aforesaid, herein illustrated as applied in a locomotive engine having a plurality of pairs of driving wheels, 1, only the rear pair of which is shown, and having its boiler, 4, provided with a wide firebox, 5, which is overhung or set behind the rear driving wheels. The driving wheels are fixed upon axles, 1, the journals of which rotate in boxes, 1, fitted 1n pedestals in the main frame members, 8, and the overhangin wei ht of the firebox is carried on a radia trai ing truck, the construction of which will now be described.

The frame of the truck, which is of the two wheeled radial type, is substantially triangular in plan, and is made up of two forwardly and inwardly inclined radius arms, 65, which ma b/e connected, at their forward ends, either irectly or by a front connecting plate, 66, a socket for a center pin, 67, being in either case provided; and a transverse rear member, 68. Journal boxes, 69, are located at proper points in the length of the radius arms, and, in this instance, are shown as formed integral therewith.

Thetruck axle, 3, on which the truck wheels, 3, are secured, extends outwardly beyond its wheel seats, sufliciently far to provide outside journals, which rotate in journal bearings fitted in the journal boxes, 69, in the usual manner. The rear members, 8', of the main frame of the locomotive, are supported upon the truck axle. through the of which are seated upon the tops of frictional yoke members, 50, which are, in turn,

seated on the tops of the journal boxes, 69, and will be presently described. The rear ends of the truck springs are connected to the rear main frame sections, 8 and their forwardends areconnected, by spring hang ers, 42, to the rear ends of equalizers, 43, pivoted in'supports, 44, de ending from the main frame members, 8 he forward ends of the equalizers are connected to the rear spring hangers, 41', of the springs, 41, of t e driving axle, 1, nearest the firebox. I

The frictional yokemembers, 50, on which the truck springs are, as before stated, seated, are in the form of horizontally disposed plates, which may be either integral throng out their length, as shown in Figs. 10 and 1 or, for convenience of construction, be composed of two connected sections, as

- blocks, 52,

shown in other figures. The tops of the yokes are suitably recessed to receive the spring bands, 42, and the yokes bear on their under sides, directly on the tops of the journal boxes, 69. As shown in Fi s. 1 to 5 inclusive, and Figs.: 12 and 13, t e rear ends of the yokes are coupled, by substantially horizontal links, 51-, to the main frame members, 8, .the connections being made through brackets, 51, secured to the frame members, to which the links, 51, are pivoted by pins, 51", and the and yokes are connected by universal foints, consisting of pins, 51, fitting in the okes and pivoted in sockets, 51", on the ends of pins, 51, journaled in the adjoining ends of the links.

Figs. 6 to 11 inclusive, and F i s. 14, 15 and 16, illustrate a structural mo ification, in which the rear ends of the yokes are connected to the main frame members through rigid vertical guides, 52, which are cast integral with, or suitably secured to, plate arms, 52", projecting laterally from, and secured at their inner ends to, the main frame members, 8. The okes, 50, are fitted with trunnions, 52, which are journaled in fitted to slide vertically in the guides, 52.

Inthe constructions shown in Figs. 1 to 3 inclusive, the forward ends of the yokes, 50,

are shown as coupled to the truck frame by pins, 50, located on opp osite sides of, and

adjacent to, the center pm, 67, of the truck,

and in Figs. 7 to 9 inclusive, they are shown as coupled directly to the pin, 67. In the structural modification illustrated in' Figs. 10 and 11, they are connected to the main frame members by universal joints, located in rear of the center pin and com rising ball members, 50", fitted on vertica pins 50, secured to the frame members, 8", an

inclosed in correspondingly recessed sock- .ets, 50, on the front ends of the yokes.

The lateral movements ofthe truck are controlled and limited, and the truck normally maintained with its longitudinal central plane in coincidence with that of the locomotive, by the friction of the yokes on the tops of the ournal boxes, augmented by pressure exerted on the tops of the springs, in and by the swiveling movements of the truck, through a lever and link system of the following construction. bell crank or its lower end, apin, 53", which traverses in a longitudinal slot, 54', adjoining the outer end of a link, 54, the inner end of which is coupled, by a pin, 54, to the rear member, 68, of the. truck frame. The upper arms of the levers, 53, are recessed to fit over the truck springs, 42, and the levers are also provided with inwardly extending arms, 53, which normally abut on hearings on the 53, is pivoted by a pin, 53", to each of the lateral brackets, 51, of the main frame members, 8, and carries, on

supporting brackets, 51, As shown in Fig. 5, when the truck swings in either direction, the lever, 53, which is 'on what ma be termed the followin side of the truck frame, that is to say,t 6 side which is moving inwardly, is drawninwardly by its link, thereby exerting downward pressure, through its application, on the adjacent truckspring. The op' site lever is not moved, as the slot of its traverses freely over its lower pin, 53"., The increased frictional resistance imparted to the yoke adjacent to the lever which has been moved, by the pressure on the sprin promotes the easy riding of the truck an prevents excessive latera oscillations, and acts to return the truck to normal central position when passing from a curve to a tangent of the track.

It will be seenthat the construction of the truck is materially simplified and economized by the elimination of the centering spring mechanism and theivoted yokes of Patents Nos. 773,713 and 36,413 aforesaid, and that a further advanta eis attained by the provision of;frictiona 'devices which always remain parallel with the journal boxes, and by the ability of: lowering the truck s rings, which can be done to the extent of a out five inches, with consequent correspondingly 'increased clearance between the springs and the ash pan.

We claim as our invention and desire to secure by Letters Patent:

1. In a locomotive engine, the combination of a main frame, driving wheels journaled in bearings therein, a radial truck pivoted to the main frame, springs through which wei ht borne by the main frame is transmitte to the frame of the truck, and

frictional members interposed between said 2. lna'locomotiive engine, the combine-- tion of a main frame, driving wheels journaled in bearings therein, a radial truck pivoted to the main frame, springs through which wei ht borne by the main frame is transmitte to the frame of the truck, frictional members interposed between said springs and the frame of the truck, and pivotal connections coupling said frictional members, frame and to the main frame.

3. In a locomotive engine, the combination of a main frame, driving wheels jour naled in bearings therein, a radial truck pivoted to the main frame, springs through which weight borne by the main frame is transmitted to the frame of the truck, frictional members interposed between said springs and the frame of the truck, links ivotally connected to the rear ends of said ictional members and to the main frame,

0 posite ends, to said frame at their opposite ends, to said and. pivotal connections coupling the front ends of said frictional members to the frame of the truck.

4. Ina locomotive engine, the combination of a main frame, driving wheels journaled in bearings therein, a radial truck pivoted to the mainframe, Springs through which weight borne. by' the main-frame is transmitted to the frame of the truck, fric tional members interposed between said springs and the frame of the 'truck,-'uni-- versal jointpivotal connections coupling the rear ends'of sai'dfrictional members to the main: frame, and pivotal connections con-- pling the front ends ofsaid frictional-members to the frame of the truck.

5. Ina locomotive engine, the combination of a main frame, driving wheels journaled in bearings therein, a radial truck pivoted to the main frame, springs through which weight borne by the main frame is transmitted. to the frame of the truck, journal boxes fixed in said frame, frictional members bearing on said journal boxes and forming seats for said springs, and pivotal connections coupling said frictional members, at their opposite ends, to the main and to' the truck frame, respectively,

6. In a locomotive engine, the combina tion ofa main-fframe, driving wheels journaled in' bearings therein, a radial truck pivoted to the main frame, springs through which weight borne by the main frameis transmitted to the frameof the truc'k, frictiona-l, mcmberis interposed between said springs and the frame offlth'e truck, and means connecting said frictionallmembers to the main frame with the capacity. of relative vertical movement and prevention of relative lateral movement.

7; In a locomotive engine, the combination ofa main frame, driving wheels journaled in bearings therein, a radial truck pivoted to the main frame, springs through which weight borne by the main frame is transmittedto the frame of the truck, and means, connected to the main frame, for exerting downward pressure on the truck springs in and by the swinging movements of the truck. 1

8. In a locomotive engine, the combination of a main frame, driving wheels journaled in bearingstherein, a radialtruck pivoted -t0 the main frame, springs through which Wei ht borne by the mam frame is transmitt'e to the frame of the truck, and

rocking lever and link mechanism coupled to the mainframe and exerting downward pressure on the truck springs in the swing mg movements-ofthetruck.

9. In a locomotive engine, the combination of a main frame, driving wheelsjou'rnaled in hearings therein, a radial truck pivoted to the main frame, springs through which weight borne by the mam fraine is transmitted to the frame of .the truck, fric tional members interposed between saidsprings and the frame of the tru'clr,"and rocking lever and "link mechanism coupled to the main fra'meand exerting downward pressure on said frictional membersthi ough in the swinging niove- I l naled in bearings therein, a-rad1altruc k pivoted to the mainframe, sprirfgsthrough which Weight borne by the'main' frame is transmitted to the frame of the truck, downwardly depending rocking levers pivoted to the main frame and having arms fitting over the truck springs, links pivoted to 'therear member of the truck frame'and having lon gitudinal slots adjoining their outer ends, and pins' engaging the slots of the links and coupling the rocking levers thereto. FRANCIS J. COLE. FRANK F. SCOVILLE.

Witnesses: v

S. W. TYLER, H. G. Prrnnr's;

our-- 

